From the Rolls-Royce experimental archive: a quarter of a million communications from Rolls-Royce, 1906 to 1960's. Documents from the Sir Henry Royce Memorial Foundation (SHRMF).
Front axle control, the bending of the 20HP front axle, and proposed modifications to the brake servo and axle design.
| Identifier | WestWitteringFiles\N\October1925-December1925\ Scan0 | |
| Date | 1st October 1925 | |
| R.R. 235A (100 T) (S.H. 159. 11-8-20) G.{Mr Griffiths - Chief Accountant / Mr Gnapp} 2800 ORIGINAL TO HS.{Lord Ernest Hives - Chair} ) FROM R.{Sir Henry Royce} ~~Ry.)~~ R5/M1. 10. 25. ~~Copy to OJ.~~ FRONT AXLE CONTROL. AND BENDING OF 20HP. FRONT AXLE. X5420 ~~X5940~~ I suggest that though we know a torque control of the front axle is a decided improvement, we do not know how to do it practically without causing undesirable complication and encroaching on the road clearance. We will however keep trying to find a design which we can use. In the meantime we ought to keep the front wheel braking down to the very minimum that would be passable. I still think that we are getting too fierce an action from the servo, and suggest that we do not turn out Goshawks so fierce as the one at present at WW., and that Phantoms be reduced to the same value as the one at WW. Regarding the bending of the front axle by the brake torque, one ought to find what force steadily applied will give this permanent set. We are sending immediately instructions for modifying the design by reducing the panel to something less than the original design. The actual axles have more (and deeper) panel than the original design, which would quite account for its weakness, as it is bent at this particular point. We are however sending instructions to increase the thickness of the flanges as well as entirely alter the panel. If this modification is made (which is very simple) and the metal and vigour of the braking is correct, all will be well, but I do not like the jaggering (servo) which I believe adds towards the trouble. R.{Sir Henry Royce} Ha 3 | ||